Feed device for internal-combustion engines



H. L; THQMPSON. FEED DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED mwzs. 1916.

1,359,289. Patgnted Nov. 16, 1920;

Wmumr uni En sra'rss PATENT orrlcef HERBERT L. THOMPSON, OF ELGIN, ILLINOIS, ASSIGNOR TO THE MAYTAG COMPANY, OF NElVTON, IOWA, A CORPORATION OF IOWA.

FEED DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Nov. 16, 1920.

Application filed July 26, 1916. Serial No. 111,381.

To all whom it may concern: 7

Be it known that I, HERBERT L. THOMP- soN, a citizen of the United States, residing at Elgin, in the county of Kane and State of Illinois, have invented new and useful Improvements in Feed Devices for Internal- Combustion Engines, of which the following is a specification.

This invention relates. to internal combustion engines, and particularly to a control for a gas-driven, two-cycle engine whereby precisely the right mixture of gas may be obtained.

It is an object of the invention to provide a gas admission device for a two-cycle en-. gine automatically maintaining a predetermined richness of mixture to effect an efficient operation of the engine as a whole.

Other objects and advantages of the invention will appear as the description to follow proceeds.

Figure 1 is an elevation partly in section of an internal combustion engine equipped with my invention.

Fig. 2 is a cross sectional view on line 2-2 of Fig. 1.

Fig. 3 is a cross sectional view showing the deflooding device.

In the drawings v 1 represents the base of an internal com- 7 bustion engine, upon which is mounted the engine. comprising a cylinder 2, fly wheel 3, and other necessary parts. Bolted to the casing 1 of the engine, is a channel-like passage 5, feeding at one end directly into the crank casing through the apertures 6 shown in dotted lines in Fig. 2, controlled by the spring pressed valve 7 described in a copending application Serial No. 93,854 filed April 27, 1916. The casing 5 has at its rear end a small inlet tube 9 connected to a gas tube 10, the inlet tube 9 connecting with a needle valve 11, through which the gas is admitted into a chamber 12, in which is seated the check ball 13, controlling the outlet passage from the needle valve 11. The check ball 13 is connected to a stem 14. which. in turn. is provided with a disk 15, the stem 14 sliding longitudinally in a vertical passage in the member 16, connected to and supported by the side walls of the passage 5.

By the mechanism just described. the suction stroke of the piston will cause a par tial vacuum in the casing 5, which will raise the disk 15, permitting the air to enter through the opening underneath this disk and at the same time will permit the gas to 03 tlhgrough the passage under the check a The greater the vacuum, the greater will be the quantity of both elements of the charge, and the strength of the mixture will thus be automatically regulated and controlled during the entire operation of the engine. The strength of the mixture 'tor any compression may be also regulated by the needle valve 11, this, however, being a manual and not an automatic operation and equally affecting all compressions.

I further provide a lubricating device comprising a tube 18, having a screen at its lower end which passes down through a stuffing box 19 into the lubricant containing base 1. through the tube 18, through the needle valve 19 mounted in the tube of the oil glass 20, Where it forms adrop upon the end of the nipple 21. From this point, it is either vaporized by the charge rushing past or drops directly into the casing 5 and into the rapidly flowing charge of gas and air passing through, and thereby is broken up into' a vertical passage 25. closed by the ball' valve 26, which when the ball valve is raised leads into a chamber 27. closed by the screw 28. The downwardly inclined passage 29 leads from the chamber to the base 1 of the engine. It is obvious that compression in the crank case will cause the fuel which is collected at the bottom of the passage 23 to be blown up through the passage 25 past the ball valve 26, down throuqh the inclined passage-29, and back into the fuel bed, and at the some time will maintain the pressure in the bed 1 of the en rine, which will cause the lubricant to re-traverse the same path. thu keeping the engine con;tantly lubri sated.

Oil is driven by compression up valve in. said chamber adapted to be held normally closed by the incoming gas, a closure for said aperture, a stem rigidly connect-- ing said closure and said check valve to cause them to at all times move in synchrony, and

a guide for said stem ositioned in said single passage between said check valve and said closure to revent the stem from becoming cramped w ereby it will have free and easy movement, and a needle valve directly above said chamber to adjust the flow of gas thereinto.

2. In a fuel admission device for two cycle internal combustion engines, a crank casing, a single horizontally extending fuel supply passage leading to said casing and having an aperture in its lower wall,'the edges of said aperture being flush with the bottom of said passageway, a gas inlet opening in the upper wall of said passageway and communicating with a chamber positioned in vertical allnement with said aperture, a check va single horizontally extending fuel supplyv p s ge leading to said casing and having an aperture in its lower wall, the edges of said aperture being flush with the bottom of said passageway, a gas inlet opening in the upper wallof said passageway and communicating with a chamber positioned in vertical alinement with said aperture, a check valve in said chamber adapted to be held normally closed by the incoming gas, a closure for said aperture and a stem rigidly connecting said closure and said check valve to cause them to at all times move in synchrony. V

In witness whereof, I hereunt subscribe my name to this specification in the presence of two witnesses,

V HER-BERT L. THOMPSON.

Witnesses:

' IRVING M. WVEs'rnRN,

RUBY E. LOBDELL. 

